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495 results for “sdarlington”
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Bungalow Boobs, Los Angeles, California
(1924)
Chase, Charley, 1893-1940; Darlington, Beth (Actress); Motion picture actors and actresses-United States; Silent films-United States; Short films - United States; Comedy films-United States; Motion pictures-United States;
Movie Poster Collection
From Digital Collections of the Los Angeles Public Library
https://tessa2.lapl.org/digital/collection/movie/i…
#LosAngeles #LA #California #CA #US #USA #history #image #historical #photo #photos -
LNER commissions a poem to celebrate S&DR200 http://dlvr.it/TQ7RZZ #Bradford #Darlington #LNERAzuma #Locomotion
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Columbus Crew fail to protect multiple leads, handed loss vs New York City FC: Takeaways
After conceding a second goal to New York City FC, the Crew thought the worst-case scenario would be…
#NewsBeep #News #US #USA #UnitedStates #UnitedStatesOfAmerica #Soccer #AtlantaUnited #ColumbusCrew #DanielGazdag #DarlingtonNagbe #HannesWolf #julianfernandez #NewYork #NewYorkCityFC #Sports #TheCrew #TorontoFC #WessamAbouAli
https://www.newsbeep.com/us/165435/ -
Columbus Crew fail to protect multiple leads, handed loss vs New York City FC: Takeaways
After conceding a second goal to New York City FC, the Crew thought the worst-case scenario would be…
#NewsBeep #News #US #USA #UnitedStates #UnitedStatesOfAmerica #Soccer #AtlantaUnited #ColumbusCrew #DanielGazdag #DarlingtonNagbe #HannesWolf #julianfernandez #NewYork #NewYorkCityFC #Sports #TheCrew #TorontoFC #WessamAbouAli
https://www.newsbeep.com/us/165435/ -
1875 – St. Mary’s Church, Newington, London
Architect: James FowlerConstructed after a limited competition to design a church for 1,100 people for £10,000. The final church could seat up to 1,300. Described in Survey of London, vol. XXV by Ida Darlington (1955) as “from the designs of James Fowler, was consecrated in May 1876. It
https://www.archiseek.com/1875-st-marys-church-newington-london/
#ArchitectureOfLondon #ArchitectureOfSurrey #1875 #churches #JamesFowler #Newington -
1875 – St. Mary’s Church, Newington, London
Architect: James FowlerConstructed after a limited competition to design a church for 1,100 people for £10,000. The final church could seat up to 1,300. Described in Survey of London, vol. XXV by Ida Darlington (1955) as “from the designs of James Fowler, was consecrated in May 1876. It
https://www.archiseek.com/1875-st-marys-church-newington-london/
#ArchitectureOfLondon #ArchitectureOfSurrey #1875 #churches #JamesFowler #Newington -
New London Tech Hub to Improve Wireless Communication with AI
LONDON — The Institute for Intelligent Networked Systems will open the door to more Eur…
#London #UnitedKingdom #UK #GB #England #Headlines #News #Europe #EU #ArtificialIntelligence #Britain #Communications #connectivity #connectivityTommasoMelodia #GreatBritain #london #MachineLearning #networkscienceinstitute #northeasternuniversity-london #Northeastern'sBurlingtoncampus #WirelessCommunications
https://www.europesays.com/uk/720193/ -
‘I don’t want it to die’: one man’s battle to save the last #phonebox in his village
https://www.theguardian.com/society/2025/feb/27/battle-save-last-phone-box-norfolk-village
In 1935, Derek Harris was born – and so was the K6 red phone box. Now, Harris is spending his 90th year ensuring this beloved local facility isn’t lost
In the village of Sharrington...
The battleground at the heart of a struggle between an 89-year-old man and a multi-billion pound multinational is a small junction in a Norfolk village, where a red phone box stands. -
How Canada’s SMRs and Maritime Nuclear Power Will Drive a Net-Zero Future • Carbon Credits https://www.byteseu.com/1531924/ #CanadaCleanEnergy #CanadaLowCarbon #CanadaNetZero #CanadaNuclear #CanadaSMR #candu #Darlington #MaritimeNuclear #Nuclear #SMR #USNuclear
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Friday #cocktail: the Blüdhaven. Gin, Aperol, dry vermouth, and Peychaud’s bitters. From “Gotham City Cocktails” by André Darlington. On the drier side but pretty good.
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Major-General Ormsby MacKnight Mitchel, Commanding Officer, U.S. Department of the South and Tenth Corps, U.S. Army, circa 1862 (public domain).
On the heels of his army’s successful capture of Saint John’s Bluff, Florida and related events in early October 1862, Union Major-General Ormsby MacKnight Mitchel, commanding officer of the United States Army’s Department of the South, directed his senior staff and leadership of the U.S. Army’s Tenth Corps (X Corps) to intensify actions against the Confederate States Army and Navy in an effort to further disrupt the enemy’s ability to move troops and supplies throughout Florida, Georgia and South Carolina. As part of this directive, he engaged his senior officers in planning a new expedition — this time to Pocotaligo, South Carolina. According to Mitchel, preparations for that event began in earnest in mid-October, with an eye to the following objectives:
First, to make a complete reconnaissance of the Broad River and its three tributaries, Coosawhatchie, Tulifiny [sic], and Pocotaligo; second, to test practically the rapidity and safety with which a landing could be effected; third to learn the strength of the enemy on the main-land, now guarding the Charleston and Savannah Railroad; and fourth, to accomplish the destruction of so much of the road as could be effected in one day….
This 1856 map of the Charleston & Savannah Railroad shows the island of Hilton Head, South Carolina in relation to the town of Pocotaligo (U.S. Library of Congress, public domain; click to enlarge).
Mitchel then worked with his subordinate officers to determine how much of the U.S. Army’s Tenth Corps would take part in the expedition, assess the potential weak spots in his strategy and revise planning details to improve his soldiers’ likelihood of success:
The troops composing the expedition were the following: Forty-seventh Pennsylvania, 600 men; Fifty-fifth Pennsylvania, 400 men; Fourth New Hampshire, 600 men; Seventh Connecticut, 500 men; Third New Hampshire: 480 men; Sixth Connecticut, 500 men; Third Rhode Island, 300 men; Seventy-sixth Pennsylvania, 430 men; New York Mechanics and Engineers, 250 men; Forty-eighth New York, 300 men; one section of Hamilton’s battery and 40 men; one section of the First Regiment Artillery, Company M, battery and 40 men, and the First Massachusetts Cavalry, 100 men. Making an entire force of 4,500 men.
Every pains [sic] had been taken to secure as far as possible success for the expedition. Scouts and spies had been sent to the main-land to all the most important points between the Savannah River railroad bridge and the bridge across the Salkehatchie. A small party was sent out to cut, if possible, the telegraph wires. Scouts had been sent in boats up the tributaries of the Broad River. All the landings had been examined, and the depth of water in the several rivers ascertained as far as practicable. Two of our light-draught transports have been converted into formidable gunboats and are now heavily armed, to wit, The Planter and the George Washington. By my orders the New York Mechanics and Engineers, Colonel Serrell, had constructed two very large flat-boats, or scows, each capable of transporting half a battery of artillery, exclusive of the caissons, with the horses. They were provided with hinged aprons, to facilitate the landing not only of artillery but of troops from the transports.
Owing to an accident which occurred to the transport Cosmopolitan during the expedition to the Saint John’s River I found myself deficient in transportation, and applied to the commanding officer, Commodore Godon, of the South Atlantic Blockading Squadron, who promptly placed under my orders a number of light-draught gunboats for the double purpose of transportation and military protection.
The after cabin inside of the U.S. Steamer Ben Deford, c. 1860s (U.S. Library of Congress, public domain).
As planning progressed, details were firmed up regarding the Union Navy’s anticipated support. According to Mitchel:
On the evening of the 21st, under the command of Captain Steedman, U.S. Navy, the gunboats and transports were arranged in the following order for sailing: The Paul Jones, Captain Steedman, without troops; the Ben De Ford, Conemaugh, Wissahickon, Boston, Patroon, Darlington, steam-tug Relief, with schooner in tow; Marblehead, Vixen, Flora, Water Witch, George Washington, and Planter. The flat-boats, with artillery, were towed by the Ben De Ford and Boston. The best negro pilots which could be found were placed on the principal vessels, as well as signal officers, for the purpose of intercommunication. The night proved to be smoky and hazy, which produced some confusion in the sailing of the vessels, as signal lights could not be seen by those most remote from the leading ship. The larger vessels, however, got under way about 12 o’clock at night.
Union Army map, Pocotaligo-Coosawhatchie Expedition, 21-23 October 1862 (public domain; click to enlarge).
Mitchel and his leadership team also worked out the details of the expedition’s landing and debarkation plans, decided upon the weaponry they would need to disrupt and permanently disable the railroad tracks and the bridge at Pocotaligo and identified other possible actions to be undertaken by the expeditionary force:
After a careful examination of the map I ordered a landing to be effected at the mouth of the Pocotaligo River, at a place known as Mackay’s Point. This is really a narrow neck of land made by the Broad River and the Pocotaligo, in both of which rivers gunboats could lie and furnish a perfect protection for the debarkation and embarkation of the troops. There is a good country road leading from the Point to the old town of Pocotaligo, then entering a turnpike, which leads from the town of Coosawhatchie to the principal ferry on the Salkehatchie River. The distance to the railroad was only about 7 or 8 miles, thus rendering it possible to effect a landing, cut the railroad and telegraph wires, and return to the boats in the same day. I saw that it would be impossible for the troops to be attacked by the enemy either in flank or rear, as the two flanks were protected by the Pocotaligo River on the one hand and by the Broad and by the Tulifiny [sic, Tulifinny], its tributary, on the other. Presuming that the enemy would make his principal defense at or near Pocotaligo, I directed that a detachment of the Forty-eighth New York, under command of Colonel Barton, with the armed transport Planter, accompanied by one or two light-draught gunboats, should ascend the Coosawhatchie River, for the purpose of making a diversion, and in case no considerable force of the enemy was met, to destroy the railroad at and near the town of Coosawhatchie.
In addition to our land forces we were furnished by the Navy with several transports, armed with howitzers, three of which were landed with the artillery, and thus gave us a battery of seven pieces. All the troops were furnished with 100 rounds of ammunition. Two light ambulances and one wagon, with its team, accompanied the expedition.
The Integral Role of the 47th Pennsylvania
Design of the U.S. Army’s insignia for the Tenth (X) Army Corps, which would have been sewn onto uniforms of the 47th Pennsylvania Volunteer Infantry and displayed on a flag carried by the regiment during the Battle of Pocotaligo, South Carolina on 22 October 1862 (public domain).
The Union Army regiments selected for participation in the Pocotaligo expedition were part of the U.S. Army’s Tenth Corps (X Corps), which was part of the U.S. Army’s larger Department of the South, which was headquartered at Hilton Head, South Carolina and oversaw Union military operations in Florida, Georgia and South Carolina during this time. Established on 13 September 1862, the Tenth Corps served under the command of Union Major-General Ormsby MacKnight Mitchel from the time of its founding until his death from yellow fever on 30 October of that same year. It was then placed under the command of Brigadier-General John Milton Brannan, who had also assumed command of the U.S. Army’s Department of the South, a position he held until 21 January 1863.
Among the regiments attached to the U.S. Army’s Tenth Corps in the U.S. Department of the South during fall of 1862 was the 47th Pennsylvania Volunteer Infantry, which would later make history as the only regiment from Pennsylvania to participate in the Union’s 1864 Red River Campaign across Louisiana. The 47th Pennsylvania, which had been founded on 5 August 1861 by Colonel Tilghman H. Good, remained under Colonel Good’s command. Regimental operations were also overseen by Good’s second-in-command, Lieutenant-Colonel George Warren Alexander.
As preparations continued to be refined, Brigadier-General Brannan determined, in his new role as commanding officer of the expedition, that he would need one of his subordinate officers to take his place on the field as the expedition began. He chose Colonel Good of the 47th Pennsylvania Volunteers, who would go on to become a three-time mayor of Allentown, Pennsylvania after the war. Good then placed Lieutenant-Colonel Alexander in direct command of the 47th Pennsylvania. A New Hampshire native, Alexander had served as captain of the Reading Artillerists in Berks County, Pennsylvania prior to the war; post-war, he founded G. W. Alexander & Sons, a renowned hat manufacturing company that was based in West Reading.
What all of those Union Army infantrymen did not know at the time they boarded their respective transport ships on 21 October 1862 was that they would soon been engaged in combat so intense that the day would come to be described in history books more than a century later as the Second Battle of Pocotaligo (or the Battle of Yemassee, due to its proximity to the town of Yemassee, South Carolina).
This encounter between the Union and Confederate armies would unfold on 22 October 1862 between Savannah, Georgia and Charleston, South Carolina on the banks of the Pocotaligo River in northern Beaufort County, South Carolina.
Next: The Second Battle of Pocotaligo
Sources:
- “General Orders, Hdqrs., Department of the South, Numbers 40, Hilton Head, Port Royal, S. C., September 17, 1862” (announcement by Major-General Ormsby M. Mitchel that he has assumed command of the newly formed Department of the South), in The War of the Rebellion: A Compilation of the Official Records of the Union and Confederate Armies. Prepared Under the Direction of the Secretary of War, By Lieut. Col. Robert N. Scott, Third U.S. Artillery, and Published Pursuant to Act of Congress Approved June 16, 1880, Series I, Vol. XIV, Serial 20, p. 382. Washington, D.C.: Government Printing Office, 1885.
- “Report of Maj. Gen. Ormsby M. Mitchel, U.S. Army, commanding Department of the South and Return of Casualties in the Union forces in the skirmish at Coosawhatchie and engagements at the Caston and Frampton Plantations, near Pocotaligo, S.C., October 22, 1862,” in The War of the Rebellion: A Compilation of the Official Records of the Union and Confederate Armies. Prepared Under the Direction of the Secretary of War, By Lieut. Col. Robert N. Scott, Third U.S. Artillery, and Published Pursuant to Act of Congress Approved June 16, 1880, Series I, Vol. XIV. Washington, D.C.: Government Printing Office, 1885.
#47thPennsylvaniaInfantry #47thPennsylvaniaVolunteers #Allentown #America #AmericanHistory #Army #BerksCounty #CivilWar #History #Infantry #JohnMiltonBrannan #LehighCounty #Military #OrmsbyMacKnightMitchel #Pennsylvania #PennsylvaniaHistory #Pocotaligo #Reading #SouthCarolina #TilghmanHGood #Union
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Major-General Ormsby MacKnight Mitchel, Commanding Officer, U.S. Department of the South and Tenth Corps, U.S. Army, circa 1862 (public domain).
On the heels of his army’s successful capture of Saint John’s Bluff, Florida and related events in early October 1862, Union Major-General Ormsby MacKnight Mitchel, commanding officer of the United States Army’s Department of the South, directed his senior staff and leadership of the U.S. Army’s Tenth Corps (X Corps) to intensify actions against the Confederate States Army and Navy in an effort to further disrupt the enemy’s ability to move troops and supplies throughout Florida, Georgia and South Carolina. As part of this directive, he engaged his senior officers in planning a new expedition — this time to Pocotaligo, South Carolina. According to Mitchel, preparations for that event began in earnest in mid-October, with an eye to the following objectives:
First, to make a complete reconnaissance of the Broad River and its three tributaries, Coosawhatchie, Tulifiny [sic], and Pocotaligo; second, to test practically the rapidity and safety with which a landing could be effected; third to learn the strength of the enemy on the main-land, now guarding the Charleston and Savannah Railroad; and fourth, to accomplish the destruction of so much of the road as could be effected in one day….
This 1856 map of the Charleston & Savannah Railroad shows the island of Hilton Head, South Carolina in relation to the town of Pocotaligo (U.S. Library of Congress, public domain; click to enlarge).
Mitchel then worked with his subordinate officers to determine how much of the U.S. Army’s Tenth Corps would take part in the expedition, assess the potential weak spots in his strategy and revise planning details to improve his soldiers’ likelihood of success:
The troops composing the expedition were the following: Forty-seventh Pennsylvania, 600 men; Fifty-fifth Pennsylvania, 400 men; Fourth New Hampshire, 600 men; Seventh Connecticut, 500 men; Third New Hampshire: 480 men; Sixth Connecticut, 500 men; Third Rhode Island, 300 men; Seventy-sixth Pennsylvania, 430 men; New York Mechanics and Engineers, 250 men; Forty-eighth New York, 300 men; one section of Hamilton’s battery and 40 men; one section of the First Regiment Artillery, Company M, battery and 40 men, and the First Massachusetts Cavalry, 100 men. Making an entire force of 4,500 men.
Every pains [sic] had been taken to secure as far as possible success for the expedition. Scouts and spies had been sent to the main-land to all the most important points between the Savannah River railroad bridge and the bridge across the Salkehatchie. A small party was sent out to cut, if possible, the telegraph wires. Scouts had been sent in boats up the tributaries of the Broad River. All the landings had been examined, and the depth of water in the several rivers ascertained as far as practicable. Two of our light-draught transports have been converted into formidable gunboats and are now heavily armed, to wit, The Planter and the George Washington. By my orders the New York Mechanics and Engineers, Colonel Serrell, had constructed two very large flat-boats, or scows, each capable of transporting half a battery of artillery, exclusive of the caissons, with the horses. They were provided with hinged aprons, to facilitate the landing not only of artillery but of troops from the transports.
Owing to an accident which occurred to the transport Cosmopolitan during the expedition to the Saint John’s River I found myself deficient in transportation, and applied to the commanding officer, Commodore Godon, of the South Atlantic Blockading Squadron, who promptly placed under my orders a number of light-draught gunboats for the double purpose of transportation and military protection.
The after cabin inside of the U.S. Steamer Ben Deford, c. 1860s (U.S. Library of Congress, public domain).
As planning progressed, details were firmed up regarding the Union Navy’s anticipated support. According to Mitchel:
On the evening of the 21st, under the command of Captain Steedman, U.S. Navy, the gunboats and transports were arranged in the following order for sailing: The Paul Jones, Captain Steedman, without troops; the Ben De Ford, Conemaugh, Wissahickon, Boston, Patroon, Darlington, steam-tug Relief, with schooner in tow; Marblehead, Vixen, Flora, Water Witch, George Washington, and Planter. The flat-boats, with artillery, were towed by the Ben De Ford and Boston. The best negro pilots which could be found were placed on the principal vessels, as well as signal officers, for the purpose of intercommunication. The night proved to be smoky and hazy, which produced some confusion in the sailing of the vessels, as signal lights could not be seen by those most remote from the leading ship. The larger vessels, however, got under way about 12 o’clock at night.
Union Army map, Pocotaligo-Coosawhatchie Expedition, 21-23 October 1862 (public domain; click to enlarge).
Mitchel and his leadership team also worked out the details of the expedition’s landing and debarkation plans, decided upon the weaponry they would need to disrupt and permanently disable the railroad tracks and the bridge at Pocotaligo and identified other possible actions to be undertaken by the expeditionary force:
After a careful examination of the map I ordered a landing to be effected at the mouth of the Pocotaligo River, at a place known as Mackay’s Point. This is really a narrow neck of land made by the Broad River and the Pocotaligo, in both of which rivers gunboats could lie and furnish a perfect protection for the debarkation and embarkation of the troops. There is a good country road leading from the Point to the old town of Pocotaligo, then entering a turnpike, which leads from the town of Coosawhatchie to the principal ferry on the Salkehatchie River. The distance to the railroad was only about 7 or 8 miles, thus rendering it possible to effect a landing, cut the railroad and telegraph wires, and return to the boats in the same day. I saw that it would be impossible for the troops to be attacked by the enemy either in flank or rear, as the two flanks were protected by the Pocotaligo River on the one hand and by the Broad and by the Tulifiny [sic, Tulifinny], its tributary, on the other. Presuming that the enemy would make his principal defense at or near Pocotaligo, I directed that a detachment of the Forty-eighth New York, under command of Colonel Barton, with the armed transport Planter, accompanied by one or two light-draught gunboats, should ascend the Coosawhatchie River, for the purpose of making a diversion, and in case no considerable force of the enemy was met, to destroy the railroad at and near the town of Coosawhatchie.
In addition to our land forces we were furnished by the Navy with several transports, armed with howitzers, three of which were landed with the artillery, and thus gave us a battery of seven pieces. All the troops were furnished with 100 rounds of ammunition. Two light ambulances and one wagon, with its team, accompanied the expedition.
The Integral Role of the 47th Pennsylvania
Design of the U.S. Army’s insignia for the Tenth (X) Army Corps, which would have been sewn onto uniforms of the 47th Pennsylvania Volunteer Infantry and displayed on a flag carried by the regiment during the Battle of Pocotaligo, South Carolina on 22 October 1862 (public domain).
The Union Army regiments selected for participation in the Pocotaligo expedition were part of the U.S. Army’s Tenth Corps (X Corps), which was part of the U.S. Army’s larger Department of the South, which was headquartered at Hilton Head, South Carolina and oversaw Union military operations in Florida, Georgia and South Carolina during this time. Established on 13 September 1862, the Tenth Corps served under the command of Union Major-General Ormsby MacKnight Mitchel from the time of its founding until his death from yellow fever on 30 October of that same year. It was then placed under the command of Brigadier-General John Milton Brannan, who had also assumed command of the U.S. Army’s Department of the South, a position he held until 21 January 1863.
Among the regiments attached to the U.S. Army’s Tenth Corps in the U.S. Department of the South during fall of 1862 was the 47th Pennsylvania Volunteer Infantry, which would later make history as the only regiment from Pennsylvania to participate in the Union’s 1864 Red River Campaign across Louisiana. The 47th Pennsylvania, which had been founded on 5 August 1861 by Colonel Tilghman H. Good, remained under Colonel Good’s command. Regimental operations were also overseen by Good’s second-in-command, Lieutenant-Colonel George Warren Alexander.
As preparations continued to be refined, Brigadier-General Brannan determined, in his new role as commanding officer of the expedition, that he would need one of his subordinate officers to take his place on the field as the expedition began. He chose Colonel Good of the 47th Pennsylvania Volunteers, who would go on to become a three-time mayor of Allentown, Pennsylvania after the war. Good then placed Lieutenant-Colonel Alexander in direct command of the 47th Pennsylvania. A New Hampshire native, Alexander had served as captain of the Reading Artillerists in Berks County, Pennsylvania prior to the war; post-war, he founded G. W. Alexander & Sons, a renowned hat manufacturing company that was based in West Reading.
What all of those Union Army infantrymen did not know at the time they boarded their respective transport ships on 21 October 1862 was that they would soon been engaged in combat so intense that the day would come to be described in history books more than a century later as the Second Battle of Pocotaligo (or the Battle of Yemassee, due to its proximity to the town of Yemassee, South Carolina).
This encounter between the Union and Confederate armies would unfold on 22 October 1862 between Savannah, Georgia and Charleston, South Carolina on the banks of the Pocotaligo River in northern Beaufort County, South Carolina.
Next: The Second Battle of Pocotaligo
Sources:
- “General Orders, Hdqrs., Department of the South, Numbers 40, Hilton Head, Port Royal, S. C., September 17, 1862” (announcement by Major-General Ormsby M. Mitchel that he has assumed command of the newly formed Department of the South), in The War of the Rebellion: A Compilation of the Official Records of the Union and Confederate Armies. Prepared Under the Direction of the Secretary of War, By Lieut. Col. Robert N. Scott, Third U.S. Artillery, and Published Pursuant to Act of Congress Approved June 16, 1880, Series I, Vol. XIV, Serial 20, p. 382. Washington, D.C.: Government Printing Office, 1885.
- “Report of Maj. Gen. Ormsby M. Mitchel, U.S. Army, commanding Department of the South and Return of Casualties in the Union forces in the skirmish at Coosawhatchie and engagements at the Caston and Frampton Plantations, near Pocotaligo, S.C., October 22, 1862,” in The War of the Rebellion: A Compilation of the Official Records of the Union and Confederate Armies. Prepared Under the Direction of the Secretary of War, By Lieut. Col. Robert N. Scott, Third U.S. Artillery, and Published Pursuant to Act of Congress Approved June 16, 1880, Series I, Vol. XIV. Washington, D.C.: Government Printing Office, 1885.
#47thPennsylvaniaInfantry #47thPennsylvaniaVolunteers #Allentown #America #AmericanHistory #Army #BerksCounty #CivilWar #CommonwealthOfPennsylvania #History #Infantry #JohnMiltonBrannan #LehighCounty #OrmsbyMacKnightMitchel #PennsylvaniaHistory #PennsylvaniaInTheCivilWar #Pocotaligo #Reading #SouthCarolina #TheUnionArmy #TilghmanHGood #USMilitaryAndTheUnionArmy
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Hype for the Future 154J: Coastal Carolina Lowcountry
Introduction Toward the northeastern portion of the State of South Carolina, southeast of Charlotte but north of Charleston, are communities in the region commonly associated with the northern edge of the Gullah corridor of African-American heritage associated with the Lowcountry. Darlington The City of Darlington is a community located in and the county seat of Darlington County in the State of South Carolina, with the Darlington Raceway serving as a notable car racing venue to the west. […]https://novatopflex.wordpress.com/2026/04/05/hype-for-the-future-154j-coastal-carolina-lowcountry/
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Hype for the Future 154J: Coastal Carolina Lowcountry
Introduction Toward the northeastern portion of the State of South Carolina, southeast of Charlotte but north of Charleston, are communities in the region commonly associated with the northern edge of the Gullah corridor of African-American heritage associated with the Lowcountry. Darlington The City of Darlington is a community located in and the county seat of Darlington County in the State of South Carolina, with the Darlington Raceway serving as a notable car racing venue to the west. […]https://novatopflex.wordpress.com/2026/04/05/hype-for-the-future-154j-coastal-carolina-lowcountry/
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Hype for the Future 154J: Coastal Carolina Lowcountry
Introduction Toward the northeastern portion of the State of South Carolina, southeast of Charlotte but north of Charleston, are communities in the region commonly associated with the northern edge of the Gullah corridor of African-American heritage associated with the Lowcountry. Darlington The City of Darlington is a community located in and the county seat of Darlington County in the State of South Carolina, with the Darlington Raceway serving as a notable car racing venue to the west. […]https://novatopflex.wordpress.com/2026/04/05/hype-for-the-future-154j-coastal-carolina-lowcountry/
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Hype for the Future 154J: Coastal Carolina Lowcountry
Introduction Toward the northeastern portion of the State of South Carolina, southeast of Charlotte but north of Charleston, are communities in the region commonly associated with the northern edge of the Gullah corridor of African-American heritage associated with the Lowcountry. Darlington The City of Darlington is a community located in and the county seat of Darlington County in the State of South Carolina, with the Darlington Raceway serving as a notable car racing venue to the west. […]https://novatopflex.wordpress.com/2026/04/05/hype-for-the-future-154j-coastal-carolina-lowcountry/
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Hype for the Future 154J: Coastal Carolina Lowcountry
Introduction Toward the northeastern portion of the State of South Carolina, southeast of Charlotte but north of Charleston, are communities in the region commonly associated with the northern edge of the Gullah corridor of African-American heritage associated with the Lowcountry. Darlington The City of Darlington is a community located in and the county seat of Darlington County in the State of South Carolina, with the Darlington Raceway serving as a notable car racing venue to the west. […]https://novatopflex.wordpress.com/2026/04/05/hype-for-the-future-154j-coastal-carolina-lowcountry/
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Where to watch Louisiana high school baseball playoffs: Schedule, channel, live stream for state championship series https://www.rawchili.com/mlb/697728/ #Baseball #BrotherMartin #MajorLeagueBaseballPlayoffs #MajorLeagueBaseballPostseason #MLB #MLBPlayoffs #MLBPostseason #NFHSNetwork #SamHouston #Sterlington #UniversityLab
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Where to watch Louisiana high school baseball playoffs: Schedule, channel, live stream for state championship series https://www.rawchili.com/mlb/697728/ #Baseball #BrotherMartin #MajorLeagueBaseballPlayoffs #MajorLeagueBaseballPostseason #MLB #MLBPlayoffs #MLBPostseason #NFHSNetwork #SamHouston #Sterlington #UniversityLab
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Sheffield’s seven show their steel
NATIONAL TWO NORTH DREAM TEAM>>THE BEST XV FROM 2025-26 AS VOTED FOR BY OUR CORRESPONDENTSBen Jaycock canvassed the…
#Sheffield #UnitedKingdom #UK #GB #England #Headlines #News #Europe #EU #Britain #DarlingtonMowdenPark #DreamTeam #Fylde #GreatBritain #Hull #HullIonians #otley #Premium #PrestonGrasshoppers #sheffield #SheffieldTigers #Tynedale
https://www.europesays.com/uk/949761/ -
Watch: Network Rail use drones in fight against trespassers http://dlvr.it/TS5F7c #BritishTransportPolice #CountyDurham #Darlington #Disruption
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Watch: Network Rail use drones in fight against trespassers http://dlvr.it/TS5D5s #BritishTransportPolice #CountyDurham #Darlington #Disruption
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Blind woman says protect woods from garden village https://www.allforgardening.com/1648398/blind-woman-says-protect-woods-from-garden-village/ #ChrisMcEwan #Darlington #DarlingtonBoroughCouncil #garden #HawkinsWaterfall #HousingDevelopment #SkerninghamWoodlandActionGroup #VillageDevelopment
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The thread about the “Galloping Sausage”; promising a lot but delivering a little
On this day (July 31st) in 1930, the curious LNER (London & North Eastern Railway) locomotive No. 10000 left Waverley station in Edinburgh at the head of the up Flying Scotsman. Hush Hush, as it was known, was an experimental prototype, fitted with a high-pressure water tube boiler: technology that ultimately proved more trouble than it was worth.
LNER locomotive no. 10000, leaving Waverley station at the head of the Flying Scotsman on the morning of July 31st 1930.This engine known as “Hush Hush” on account of the great secrecy that surrounded its design and construction; it was kept covered in sheeting whenever prying eyes were around to try and conceal what secrets lay beneath. Its internal company class name was the more mundane W1. The LNER and its designer hoped that its efficiency would make it the next great thing.From some angles it looked undeniably cool: sleek and furutistic.
No. 10000 from The Wonder Book of Engineering Wonders by Harry GoldingFrom other angles it looked like the mutant offspring of a wide-mouthed frog and a white pudding (it was painted light grey, initially). A great, wallowing, temperamental, steam-powered sausage.
No. 10000 at Darlington, June 1930The great technological secrete beneath its sausage-like exterior, and the reason for its curious appearance, was the custom-built water-tube boiler. These sorts of boilers were usually for high-end marine applications, so its construction was contracted out to the Yarrow & Co. shipyard in Glasgow. Without turning this story into a lecture about boiler design, in simple terms a traditional steam locomotive boiler is of the fire-tube type; hot combustion gasses go along tubes through a pressurised tank of water to hear it. By by its nature this structure has many built-in weaknesses where the tubes penetrate the boiler. In a water-tube boiler, it is the small tubes that contain the water, under pressure, heated by combustion gases from the outside. This allowed operated at 450psi vs. the usual 180-200psi of a typical railway fire-tube boiler of its time.
No. 10000’s boiler under construction at Yarrows, from “Gresley and Stanier” by F. J. BellwoodBecause it works at a higher pressure, the steam is hotter within a water-tube boiler, therefore its potential do do work is greater. In theory, compared to a lower-pressure boiler, it can produce more power from the same amount of fuel (or the same amount of power for less fuel) and therefore will be more efficient. The theory was all well and good, but at the business end the engineers did not understand how to exploit the high pressure steam in a “compound” system (that is, one where steam is used first at a high pressure to drive one set of pistons and then at lower pressure to drive another, to extract as much of the work from it as possible.)
10000 on the Forth Bridge, 1930No. 10000 was the brainchild of the LNER’s Chief Mechanical Engineer, Nigel Gresley; not usually a man associated with making engineering mistakes. Gresley, coincidentally and relevantly for this sites main themes, was an accidental son of Edinburgh: his family were from Derbyshire, but he entered this world early on a visit by his expectant mother to see a gynaecologist in the New Town.
Plaque dedicated to the memory of Nigel Gresley at Waverley Station, CC-by-2.0, Rod Smith via FlickrA cross-sectional illustration of “a Unique New Engine” with “a War-Ship Boiler” was printed in the Illustrated London News in January 1930. It shows just how tight a squeeze things were on the inside. One of the only design efficiencies that No. 10000 ended up having was a 14% smaller fire grate than a comparable locomotive.
Cross-section illustration of No. 10000, from Illustrated London News – Saturday 11 January 1930A water-tube boiler has no steam dome, so that familiar feature of a steam locomotive was missing. To accommodate the unusual size and profile of the water-tube boiler, the engine’s outer casing was carried all the way to the maximum permissible height, with the safety valves and whistles were recessed into the side. The odd-looking front end was designed to scoop air into the casing, to pre-heat it before entering the firebox, and to throw exhaust smoke clear of the cab
No. 10000 during construction at Darlington Works. From Illustrated London News – Saturday 11 January 1930With no visible chimney or dome and that big, silvery, pudding of an outer casing, No. 10000 looked odd enough. But as the boiler had to hang further back than usual it needed an extra pair of wheels for support, on a double-articulated rear truck, giving a highly unusual 4-6-2-2 configuration (4 leading wheels on a bogie, 6 driving wheels, 2 trailing wheels on a Cartazzi axle and then a futher 2 wheels trailing on a separate Bissel truck). No. 10000 was never officially named – name plates to christen it “British Enterprise” were optimistically cast – but these were never fitted, and it was probably a good thing on account of the technical headache and operational embarrassment that it turned out to be. As well as “Hush Hush”, the less than flattering nickname of “Galloping Sausage” was unofficially applied.
No. 10000, from “The steam locomotive : its form and function” by William Alfred TuplinNo. 10000 was tested on the mainline for quite few years, with various tweaks and changes being made to try and improve its performance. In some aspects it showed promise, but these were offset by its heavy coal consumption, high build and running costs, lower power and poor reliability. Its fundamental problem however, was that it was a totally unique design, when every other locomotive on the LNER had a fire-tube boiler; there was reduced commonality and no economy of scale. It was quietly rebuilt with a fire-tube boiler and new outer casing into an approximation of a standard A4 Pacific in 1937 (also designed by Nigel Gresley). In this guise it served the railway for longer than its original form, all the way into British Railways days as No. 60700.
No. 10000 on the right, with a line-up of standard A4 Pacifics. You had to look very closely for the extra pair of trailing wheels (not shown in this image) to tell it apart from the others. From “Foreword” by E. Royston Pike (1938) Our Generation, London: Waverley Book CompanyThe only major blot on the otherwise unremarkable and reliable service of its second life was an ignominious slow-speed derailment at Peterborough in September 1955 which saw No. 60700 end up sprawled on its side. There were no serious injuries, and the three men on the footplate were thrown clear and unhurt. The damage was not significant and the locomotive was righted, repaired, and put back in service for a further decade before being withdrawn for scrap. Its tender survived into preservation with the A4 Pacific No. 60009 “Union of South Africa“
The aftermath of the Peterborough derailment, Peterborough Advertiser – 2nd September 1955Note to readers: unfortunately in April 2026, a third-party plug-in more than exceeded its authority and broke many of the image links on this site. No images were lost but I will have to restore them page-by-page, which may take some time. In the meantime please bear with me while I go about rectifying this issue.
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#Lochend #Logan #Restalrig #StMargaret -
WTF, a small town mayor was just chased to his death by cops for what they claim was a wellness check. They say he was not being chased for any crime, just for a wellness check. During the chase Mayor of McColl South Carolina, George Garner, got into an accident and was hit head on by an 18 wheeler.
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#Downed F-35 in #Iran, failure of the #US rescue operation -
https://kensbookinfo.blogspot.com/p/etc.html#Russia#Hawaii mixed martial arts pioneer T Jay Thompson takes -
https://kensbookinfo.blogspot.com/p/us-capitals.html#Honolulu#Lawsuit alleges illegal gun purchase led to Darlington -
https://kensbookinfo.blogspot.com/p/us-capitals.html#ColumbiaAlex Drummond Shares an Update on Baby #Sofia Starting -
https://kensbookinfo.blogspot.com/p/rd.html#2White #House calls reports of Gabbard’s impending ouster -
https://kensbookinfo.blogspot.com/p/politics.html#14View all World Country news https://kensbookinfo.blogspot.com/2026/03/latest-news-from-countries-of-world.html
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Goodbye our darling Tilley aka Diva, run after bunnies, pain free, on the other side of the rainbow bridge, oh my god we miss you.
@leitrimanimalwelfarecentre @dogstrust_darlington @dogstrust
#Rescue #RescueDogsOfInstagram #RescueDogs #InstagramDogs #DogsOfInstragram #Pets #DogsTrust #Dogs #CollieCross #RainbowBridge #AdoptDontShop
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- DOE Its Opens Checkbook to Four Firms for HALEU Contracts
- Urenco Signs Enrichment Contract With French HTGR Developer Jimmy
- Tokamak Energy Gives Details of Its Pilot Fusion Energy Plant Design
- U Michigan Opens $35M Center for Nuclear Powered Space Propulsion
DOE Opens Its Checkbook to Four Firms for HALEU Contracts
- DOE Awards $2.7 billion to Four Firms for HALEU Production Contracts
- Selected companies can compete for work to provide enrichment services to produce fuel for advanced reactors
Four companies have been awarded contracts funded by the President’s Inflation Reduction Act, creating strong competition and allowing DOE to select the firms that are the best fit for future work.
All contracts will last for up to 10 years and each firm winning a contract under the program will receive a minimum of $2 million. A total of $2.7 billion is available for these services, subject to congressional appropriations.
Selected companies include:
- Louisiana Energy Services (Urenco USA)
- Orano Federal Services
- General Matter
- American Centrifuge Operating (Centrus)
Asides from the usual business related press statements expected from an award of this magnitude, the four firms has little to say, for obvious competitive reasons, about how they will ramp up their operations to compete for pieces of DOE’s$2.7 billion pie.
The HALEU that DOE acquires through these contracts, in the form of UF6, will be used to support reactors like those under development through DOE’s Advanced Reactor Demonstration Program—TerraPower’s Natrium reactor and X-energy’s Xe-100.
How Much HALEU is Needed and How Much Will These Contracts Produce?
Under these four contracts, selected companies will bid on future work to produce and store HALEU in the form of uranium hexafluoride gas to eventually be made into fuel for advanced reactors. Under separate contracts to some of these same firms DOE will issue production orders for deconversion and fuel fabrication into uranium oxide or uranium metal fuels.
According to the HALEU Availability Program DOE projects that more than 40 metric tons of HALEU will be needed by 2030 with additional as yet unspecified amounts which will required each year thereafter to deploy a new fleet of advanced reactors in a timeframe that supports the Administration’s 2050 net-zero emissions target.
Additional demand numbers will be gathered through the surveys required by the Energy Act of 2020 and interactions with the members of the HALEU Consortium. Its members, which include TerraPower, X-Energy, BWXT, and other developers of advanced reactors, are all targeting electrical generation power levels near or below 300MWe either as single units or in multiples of units of smaller capacity.
Demand for HALEU will depend on the success of advanced reactor developers to license their designs at the NRC and to convince customers to place orders for multiple units in “fleet mode” in order to realize the economies of scale of factory production of nuclear reactors. which fit the IAEA definition of small modular reactors.
DOE says it is track to demonstrate domestic production at the Centrus enrichment facility in Piketon, OH. The demonstration is expected to produce a 900 kilogram/year production rate starting in 2024 to address near-term HALEU needs for fuel qualification testing and DOE-supported advanced reactor demonstration projects.
This number means that to meet DOE’s target of delivering 40 metric tonnes of HALEU by 2030, the four contracts will have to produce 39 metric tonnes over the next five years or, on average, eight metric tonnes/year, and, on average, leaving aside the actual production capacity of each contractor, two metric tonnes of HALEU per contractor per year which is twice the amount Centrus is tasked by DOE to product this year.
About DOE’s HALEU Programs
HALEU is uranium enriched between 5% and 19.5% U235, which increases the amount of fissile material to make the fuel more efficient relative to lower-enriched forms of uranium. Many advanced reactors will use HALEU to achieve smaller designs, longer operating cycles, and increased efficiencies over current technologies.
Advanced nuclear reactors are key to our nation’s clean energy future and meeting our nation’s ambitious clean energy and climate goals. The United States currently lacks commercial HALEU enrichment capabilities to support the deployment of advanced reactors.
These contracts support the buildout of a robust HALEU supply chain in the United States and complement last week’s announcement of contracts to support HALEU deconversion services. The HALEU enrichment/acquisition RFP is focused on mining/milling, conversion, enrichment, and storage activities. Whereas the second RFP is for HALEU deconversion from uranium hexafluoride gas to metal or oxide forms, as well as transport to deconversion site(s), if needed, and storage.
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Urenco Signs Enrichment Contract With French HTGR Developer Jimmy
- French company’s microreactor design will use TRISO fuel
(NucNet) Anglo-German-Dutch uranium enrichment company Urenco has signed a contract with France-based nuclear technology developer Jimmy to supply low-enriched uranium plus (LEU+) for its high-temperature gas-cooled (HTGR) micro reactor development project.
Urenco said in a statement that a first delivery is to be made in 2026 from Urenco’s US plant site in Eunice, New Mexico.
Jimmy says it designs reactors that provide industrial heat as an alternative to fossil fuels in support of decarbonization efforts. Jimmy’s proposed 20-MWt microreactor design will use tristructural-isotropic (TRISO) fuel.
According to Urenco, Jimmy’s design will initially use LEU+ with plans to move to high-assay, low-enriched uranium (HALEU) fuel once it is available.
“This announcement marks the second advanced fuels contract for Urenco, showing the market is starting to gather momentum,” said Magnus Mori, head of market development and technical sales at Urenco.
In November 2023, Canada’s Ontario Power Generation chose Urenco to provide uranium enrichment services required to fuel up to four first-of-a-kind GE Hitachi BWRX-300 small modular reactor plants at the Darlington site in Ontario.
Urenco has been investing in the expansion of its enrichment capacity, with projects announced in the US, the UK, and the Netherlands.
LEU+ refers to uranium enriched between 5% and 10% U-235, while Haleu has a higher enrichment level of 10% to 20%, with both fuel types being crucial for next-generation nuclear technologies.
Urenco expects to be able to supply HALEU to its advanced reactor customers in the early 2030s. In May 2024, the UK government announced it will provide funding to Urenco to build a dedicated HALEU facility at its Capenhurst site in northern England.
& & &
Tokamak Energy Gives Details of Its Pilot Fusion Energy Plant Design
(WNN) Tokamak Energy, a UK-based company, gave first details of a high-field spherical tokamak plant “capable of generating 800 MW of fusion power and 85 MW of net electricity” as part of the USA’s Bold Decadal Vision for Commercial Fusion Energy program.
Tokamak Energy says that the aim is for the pilot fusion energy plant to be operational by the mid-2030s and gave details of the emerging design at the annual meeting of the American Physical Society Division of Plasma Physics in held Atlanta, Georgia earlier this month.
The company says “initial designs are for the tokamak to have an aspect ratio of 2.0, plasma major radius of 4.25 meters and a magnetic field of 4.25 Tesla, as well as a liquid lithium tritium breeding blanket”. It will include a new generation set of high temperature superconducting magnets “to confine and control the deuterium and tritium hydrogen fuel in a plasma many times hotter than the center of the sun”.
Tokamak Energy was spun out of the UK’s Atomic Energy Authority (UKAEA) in 2009. It announced in February last year it was to build a prototype spherical tokamak, the ST80-HTS, at the UKAEA’s Culham Campus, near Oxford, England, by 2026.
The objectives of the projects are;
- to demonstrate the full potential of high temperature superconducting magnets”
- to inform the design of its fusion pilot plant, to demonstrate the capability to deliver electricity into the grid in the 2030s,
- support the aim of producing globally deployable 500-megawatt commercial plants.
The US Department of Energy (DOE) Bold Decadal Vision aims to use public-private partnerships to accelerate fusion energy research and development to “enable commercially relevant fusion pilot plants” and demonstrate an operating fusion pilot plant, led by the private sector, in the 2030s.
Tokamak Energy, which became the first private firm to reach a plasma temperature of 100 million degrees Celsius, already has links with US national laboratories and universities and has had seven previous awards through the US Innovation Network for Fusion Energy (INFUSE) program. Last June it signed the agreement, as one of eight firms taking part in the DOE’s $46 million milestone-based fusion development program.
& & &
U Michigan Opens $35M Center for Nuclear Powered Space Propulsion
To develop spacecraft that can “maneuver without regret,” the U.S. Space Force is providing $35 million to a national research team led by the University of Michigan. It will be the first to bring fast chemical rockets together with efficient electric propulsion powered by a nuclear microreactor.
Ultra Safe Nuclear Corp. will design a new lightweight microreactor while engineers at U-M will build a heat source that can mimic its output to test the other components of the power and space nuclear propulsion system.
The newly formed Space Power and Propulsion for Agility, Responsiveness and Resilience Institute involves eight universities and 14 industry partners and advisers in one of the nation’s largest efforts to advance space power and propulsion, a critical need for national defense and space exploration.
Right now, most spacecraft propulsion comes in one of two forms: chemical rockets, which provide a lot of thrust but burn through fuel quickly, or electric propulsion powered by solar panels, which is slow and cumbersome but fuel-efficient. Chemical propulsion comes with the highest risk of regret, as fuel is limited. But in some situations, such as when a collision is imminent, speed may be necessary.
Meanwhile, electric propulsion could be much faster, such as a 100-kilowatt Hall thruster built at U-M. The problem is finding the power to run these thrusters.
“The space station generates about 100 kilowatts of power, but the solar arrays are the size of a couple of football fields, and this is too large for some of the power-hungry applications that are of interest to the Space Force,” said Benjamin Jorns, U-M associate professor of aerospace engineering and institute director.
To power faster, efficient electric propulsion, one sub-team is developing a concept for a nuclear microreactor, exploring the early feasibility of a new path for safe, reliable and sustainable nuclear power for space. Others will build technologies to turn the heat from a microreactor into usable electricity, and electric engines to turn the electricity into thrust. The propulsion system design includes a chemical rocket for quick maneuvers.
While chemical rockets need fuel to burn, electric propulsion needs propellant to accelerate. Both generate thrust by shooting out material opposite the direction of travel. Electric thrusters strip electrons off the propellant atoms—turning them into ions—and use electric fields to accelerate them to extremely high speeds. To simplify refueling, the team is trying to demonstrate fuels that can be used to drive the chemical rocket, and which are also effective propellant for electric propulsion.
Two teams will explore how to extract the thermal energy as electricity. U-M and Spark Thermionics will investigate thermionic emission cells, which take advantage of the difference between the heat of the reactor and the cold of space to help drive an electrical current. Another U-M team will pair with Antora Energy to implement thermal photovoltaics, like solar cells that turn heat into electricity.
Cornell University, Advanced Cooling Technologies and Ultramet will design lightweight panels that can extract waste heat and radiate it out into space, as the reactor will produce more energy than either conversion approach can realistically use. The University of Wisconsin, U-M and Cislunar Industries will design a power processing module that will convert the electricity extracted from the microreactor so that it can meet the high power demands of the electric engine.
Subteams will explore three different styles of electric propulsion:
- the Hall thruster (Jorns’ team at U-M),
- the applied-field magnetoplasmadynamic thruster (Princeton University and Champaign Urbana Aerospace) and
- the electron cyclotron resonance thruster (University of Washington and NuWaves Inc.).
Any of these thrusters will rely on a module that turns the propellant into a gas, developed by Western Michigan University and Champaign Urbana Aerospace, and a cathode to prevent the spacecraft from accumulating an electric charge by neutralizing the propellant, developed by Colorado State University.
A new concept for a chemical rocket will be developed by U-M and Pennsylvania State University. Benchmark Space Systems will provide an already developed commercial system for a proof-of-concept test.
The project will be supported with computer modeling and experimental diagnostics developed by U-M, Cornell, Colorado State and the University of Colorado. Analytical Mechanics Associates will assess the full system.
Northrop Grumman, Lockheed Martin, Westinghouse and Aerospace Corp. form the advisory board.
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https://neutronbytes.com/2024/10/19/doe-opens-its-checkbook-to-four-firms-for-haleu-contracts/
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The School of #ComputerScience at #USyd is hiring #Education focused academics (Sydney Horizon Educators)! Applications are welcome for levels B, C, and D.
Details and how to apply below. ⏰ Deadline: December 1, Sydney time.
https://usyd.wd105.myworkdayjobs.com/en-GB/USYD_EXTERNAL_CAREER_SITE/job/Darlington-Campus/Education-Focused-Academics--Sydney-Horizon-Educators--Faculty-of-Engineering_0141471-1
